Locomotive main-drive-axle journal



Nov. 1. 1927.

. v 1,647,237 QJ. A. MAGNUSSON C LocoMQTIvE um muvn- .una .JOURNAL (23' l Jal-.1 H, Magnusson grwmtos Patented Nov. 1, 1927.

UNITED' STATES JOHN A. MAGNUssoN, oF TAooMA, 'wAsmNGron LoooMoTIvE MnIN-DRIvE-AXLE JoUBNAL.

appncatia inea Januar-'5124, 19a?.` serial 116,163,014.

- `My invention relatesto the bearings of the main drive axle of a ylocomotive and has :tor its vobjectsV to provide a -me'ans to 'supportvthat portion ofthe weight of the supporting forces tothe two sides'ofthel locomotive, said supporting bearing being entirely independent ot' the llongitudinal forces applied by the engine connecting rods.

Further objectsare toV improve the journals of a. locomotive, first, whereby they are provided with adequate sidebearing surfaces to receive the horizontal forces applied to the. main axle by the engine connecting rods; second', whereby they will span about three-quarters ot each sidev of; the main drive axle, thereby reducing the 'wear thereon @due to Ythe v'horizontal pounding of' the engine, vas compared with the wear-of :the brasses at presentin use which span only'the upper halfv of eachl side; third, which may be easily adjusted to take up any side wear which Y may occur therein; tourth,"whereby they will vaccommodate themselves to any distor-V tion of the locomotive frame or anyfuneven wearing of thefjo'urnal box, pedestal jaws, shoes or wedges, and fifth, whereby they will' effectively reducethe danger of hot bearings. y

l attain these and other objects bythe .devices and arrangements illustrated in the accompanying drawings, in which@- Fig. l is avvcrtical 'elevation of the main drive axle andits'cooperatingy parts, portions thereofzbeing shown in section to' reveal the construction; 'FigQ is al crosssection or' the main ldrive f axle and' oi'l the central v weight-carrying journal'box thereof; Fig. 3'

is a plan. view, partly in section, of my improved three-box main axle journal; Fig. 4' is a side 'elevation of one of the VSideor thrust-carrying journal boxesyand Figs 5 and 6 are elevations ofthe two parts thereof, removed from thekaxle and cach Aviewed as` from the axlei.j j

Similar y'mimefrals of reference reifer. to similar parts ltlnougl'ro'ut the' several views.l vThe main'drive axle ot'la locomotiveis subjected noto'nly to the work ofrsupport-A ing itsv share of the locomotive weight, but also tofthe horizontal, oralmost horizontal, forces due to the .connecting rods of'the locomotive engine'.V However; vthey bearing brasses, Vusually provided for such vmain driveaxle, Velfigagey only the' upperv half of the bearing, the saine as in bearings in which there iSFSUbstantially'no horizontal stress, 70

and therefore an insulicient surfaceis prof videdA for Such horizontal forces. These horizontal lforces may amount to la greater' load than the vertical force 1or weight a-p plied tok the bearing andl yet only one-halt the 'aniount of bearingrsurt'ace is provided .for such horizontal 'forces as is provided tor.

the vertical vorce,hence the bearingbrasses wear away in a horizontal direction 'faster than in a vertical direction. cially true on accountof the'varying intensity and anglev of the said horizontal forces, both of which factors tend yto increase the wear of -thebrassesy Also, the pound- This is espe# ing'of the connecting rods onthe' axle bear- 35 ings, in an' almost horizontaldirection, tends to Wear away the upper portions of the vertical vsurfaces of the journal box, pedestal jaws,` shoes a'nd wedges, more than f the lower portions thereof, rand therefore -90 tends 'to'prev'ent keeping the journalbox tight within the space formed by said vertical surfaces, and this factl further increases the wealr thereofv and also increases the pounding action thereon. f Y

u Y n e It 1s to overcome these condltions that I v haveinvente'd the'hereinatterdescribed sidel bearings, said bearings being adapted to carry both the vertical'and horizontal forces thereon, andto readily-take up anywear 10g thereof. My improved side journal enveloping, as it does, bothfsides' of the axle, largely prevents the uneven wear of the said vertical surfaces and also, beingof a compound or the parts thereof, thereby keeping'the said vertical surfacesy ofthe' journal box in close contactwith those ofthe shoe, orwedge, even if there should besuch an uneven wear thIeOf. i l f 'i Y However, in the4 preferred form'of my inventi'on,v I relieve'fthe said side bearings of split character, there iis a slight give between substantially all vertical forces, and provide a long central bearing adapted to carry only said vertical forces and, in thus relieving the side bearings, I further extend their life,

A horizontal forces. In otherwords, a bearing brass should not be used to take care of forces in two radically differentdirections because the wear due to one force will reduce the areal of the surface taking Careof the other force. l v

Referring now to the drawings :,-The frame 1, on each side of the locomotive, is of the usualrcon'struction and is provided with pedestal jaws 2 and 3, for each axle bearing, between which the bearing box is held and in which it is permitted free vertical motion.V The lower ends of the pedestal jaws 2 and 3 are secured together by a suitable pedestal binder 4. A U-shaped shoe 5 is positioned between the pedestal 2 and the flanges of the bearing box, said shoe and pedestal having Vertical contact surfaces. fr second U-shaped wedge-shoe 6 is positioned between the pedestal 3 and the fiang-es of the bearing box, said wedge shoe and pedestal having complementary inclined or wedged contact surfaces, whereby the space between the shoes and 6, in which the bearing box rides, may be adjusted in width by raising or lowering the wedge shoe 6 on the pedestal 3. "The position of the said wedgev shoe 6 is controlledby thebolt l7 andnut 8 4). Also, in the usual construction of a locomotive, the weight ofthe boiler and other parts is transferredV directly to the frame 1, on each side ofthe locomotive, and the said frames 1 are hung from the ends of theV several side springs 9, by means of pairs of links 10. The centers of the leaf-springs 9 are each supported by saddles (not shown in the dra-wings) which span the thickness of said'frames 1 and which are )rovided u 7 1 g with legs `which pass downward on eacn side or said frames 1, and rest directly on vthe tops of the several journal boxes. rilhese journal boxes, in the usual construction, are

provided with brasses which are interposed between the box and the top side of the axle 11, immediately inside of the wheels- 12 of the locomotive. All of the above applies to the usual construction of locomotives.

In my preferred construction, however, I support the locomotive frames 1, at the main drive axle, by means of a special saddle 13 (Figs. 1 and 2) which extends across the locomotive, under the boiler, and which supports the` centers ofthe" two side springs 9 atits ends, said side springs 9 fitting in suitable receiving pockets therein. This saddle 13 is provided with two depending guide flanges 14, at each end, one such flange being on each side of the frames 1. The saddle 13 is provided with two legs 15, which support the saddle and all the weight applied thereto through the springs 9. The legs 15 are preferably wider at their bases than where they join the main body of said saddle 13 (Fig. 2).

rllhe saddle 13 restswon thetop 16 of the main central weight-carrying bearing box 1'?, formed with deep side members 18 (Fig. 2) and j extending substantially the entire distance between the end bearings, hereinv after-described, or substantially one-half the length of the axle 11 between thewheels 12. A journal brass 19 is mounted within 1 the box 17 and rests on top of the axle 11. On account of the fact that this brass 19 only carries a vertical stress, it ismore im.- y Y* portant that it extend along the axis of the axle than that it subtend a large angle thereof. rlhe two legs 15 of the saddle 13 are preferablyspaced to distribute the weight applied thereto substantially uniformly along the axle, and this object is further attained by the stidness of the said box 17, due to the depth of the side members 18 thereof. The box 17 isheld in place by means of two guide plates 20, extending between the frames 1 of the locomotive and being secured to the inner sides of the opposite pedestals 2 and 3 thereof by means of bolts 21 passing through said guide plates 2O and thefangle irons 22 which are secured to the inner sides Vof said pedestals. Suitable oiling grooves are provided but as they conform with standard practice they are not illustrated herein. The oil cellar -23 is shown, however, in broken lines. i

The new form of end bearings islillus-`V nal box is omitted, they may do so in exa-ctly-the samermanner as do the present boxes.

In the preferred form of vthese side bear- Y ings, asillustrated, they'comprise two com- Y pleinentary brass castings 24 `and 25, which together take the placer of and conform in size with the boxes at present in use. rIhe bearing surface 26 of the ymain casting 24 subtends a diameter of the axle, said diameter lying in a diagonal direction'` from about 45 degrees beyond the vertical rline to a corresponding angle below the horizontalV line (Fig..4). As viewed in Fig. 4,-its upper-right edge is formed by anupper in-y clined surfacef27, below whichy a tongue vor lug v23 extends out horizontally towardsthe right. As viewed in Fig. 5, this lug 28`is provided with a wide upper groove 29 and 'degrees below the' horizontal line.

' nouns? which lies adjacent to theabove-described mainbrass 24, is also provided with an'upper inclinedv surface32, complementary lto the above surface 27, and an inward-extending horizontal groove 33,`complementary to the lug 28, into which anuppery lug 34, complementary. to the groovey 29, and a lower lug 35, complementary to thegroove 30, extend and form side .shoulders in the said The horizontalv complementary surfacesof the parts 28,29,'30,33, 34 and 35, above described, fit closely4 together to interlock the brass castings-'24 and 25 together and permit a horizontalmovement of the casting 25, relatively to the cast-ing 24,;without permitting any relative vertical movement thereof. The corresponding inclined surfaces 27 and 32, and the endvertiA cal'surfaces of the parts 28 and 33, however, do not normally `come into contact with each other but areseparatedby lsuificientspace to permit adjustment of onecasting- 24 relatively to the other cast-ingl 25, bymeans vof the wedge 6, or otherwise. The general form of the bearingl formed by the two castings 24. and 25 corresponds with that ofthe I usual journal boxesl at present in use, and

are held in position between the vpedestals 2 and 3fand'the shoes5 and 6 in thev same manner.

Thedbearing surfaces 26 and 31 are provided with suitable oiling slots 36, and the main bearing surface 26 is also provided with enlarged cavities 37. These cavities 3"(A break up the bearingsurface and provide pockets to hold the lubricantl and into Vwhich any foreign matter will quickly work, and they therefore 'tend to prevent the overheating of the bearings. The usual oil chambers and cellars are provided, but as they conform to standard practice they are not illustrated herein.;

Thus itwill be seen that, in the preferred form of my invention, the end brassesy receive only the substantially horizontal thrusts due to the locomotive engine connectpins 38, on the wheels 12, in the` usualmanner. These forces are continually shifting in angle and varying in intensity, and mount yup to a very large stress, and they also may be reversed in direction, henceI have provided bearing surfaces, combined of the surfaces`26 and 3l, which subtend about two hundred and seventy degrees of the axle, in Y fact all the axle except the lowest quarter. Vhen convenient to do so, I prefer to providev a Wedge shoe on each side of the jour- Its face y I prefer to make the ing rods, which are mounted on the crankY Thus it. will be .seen thatthe locomotive is y supported by thefmain drive axle ina novel manner, and suchsupport provides adequate bearing `vfaces to .care for -the horizontal stresses due to the engine mechanism, as well as the vertical stresse; due to the weight of the locomotive. '.As abovestated the horiV zontal stressesv are. of extremelyfA varying knature and, at times," such forcesv may momentarily amount'to a figure comparable Vwith or even exceeding that of the locomo tive weight. This continually varying stress also changesin angle and. for that reason it is necessary, if the. wlear of the brasses is v.to

be kept low, to spread thefwearing-.surface ofr the bearing almost entir-ely around` the axle.v *fi Though I have. shown the side bearings madeof a solid bearing material, such as brass,`it is kto-.be understoodvthat the main portions thereon could` be made of other metal and-the bearing surfaces. thereof made of a Suitable bearing "material inserted thereimif desired, though for many reasons m of solid material, as above described.

v'It is evident that since the above described grooves and lugs 29, 34, 30 and 35 are complementary to each other, that' the side shoulders formed ythereby prevent any relative motion ofthe castings 24 and 25 along the axle.

Having described my invention, what I claim is Y I l. A locomotive supporting structure comprising a locomotive frame; two springs se` cured to the two sides of said frame, whereby said frame is supported; a rigid structure extending across. the frame and disconnected therefrom, and engaging and supporting both said springs at, its two ends, whereby the frame is supported resiliently by said rigid cross-structure; an axle with wheels; and ay bearingon said axle, .midway between the wheels, and supporting said cross-structure, whereby that portion of the locomotive Weight carried -by said'axle passes wholly thereto through saidcross-structure and said central bearing. s

2. A locomotive supporting structure comprising a bearing mounted on the axle, midway between theV wheels; guide plates secured to and across the locomotive frame and positioned on each side of said bearing whereby said bearing is held in position on said axle but is permitted free vertical motion between said plates; a saddle supported lby said bearing and lextending across the locomotive frame; and two resilient means, one on each side of the locomotive, each interposed between one end of said saddle and the locomotive.

3. A locomotive journal comprising a bearing; means interposed between the bearing and the locomotive whereby the bearing supports the whole weight applied to the axle; and other bearings en theV same axle, each wholly disconnected from any weightsupporting means, and each adapted to receive the engine thrust.

4. A locomotive axle journal comprising a frame with a pair of vertical pedestals; a main bearing body contacting with a half circle of the axle and engaging one said pedestal; a supplemental bearing body contacting with an additional portion of the axle and engaging the other said pedestal; and vertically interlocking means connecting said two bearing bodies whereby relative horizontal adjustment of the bearing bodies is permittedand whereby both bearing bodies move vertically together within the space between the frame pedestals.

5. A locomotive axle journal comprising a frame with a pair of vertical pedestals; a wedge cooperating with one said pedestal to adjust the open distance between said pedestals; a main bearing body contacting with a half circle of the axle; a supplemental bearing body contacting with an additional portion of the axle, both said bearing bodies lying within the open space between the pedestals; and vertically interlocking means connecting said two bearing bodies, whereby relative horizontal adjustment of the bearing bodies is permitted to conform with the adjustment of the open space between the pedestals, and whereby both said bearing bodies move vertically together within the space between the frame pedestals. 6. A locomotive axle journal as set forth in claim 5, whereinsaid main bearing body is provided with cavities dividing the bearing surface into smaller sections.

7. A locomotive axle journal as set forth in claim 5, wherein the bearing surface of Y said mainvbearing body subtends a diagonal diameter of the axle.

8. A locomotive axle journal in claim 5, wherein said interlocking means comprises a lug extending horizontally from one bearing body and a complementary groove in the other bearing body and fitting the upper and lower surfaces 0f said lug.

9. A locomotive axle journal as set forth in claim 5, wherein said interlocking means `as set forth comprises a vlug extending horizontally from one bearing `body and a complementary groove in the other bearingvbody, said groove fitting the upper and lowersurfaces of said lug; together withlateral shoulders formed on the lug and in the groove whereby relative motion of said bearing bodies along the axle is prevented.

JOHN A. Maenussoiv 

